VISVESVARAYA TECHNOLOGICAL UNIVERSITY

JNANA SANGAMA, BELAGAVI – 590018

A
Technical seminar report
On

"COMPOSITE MATERIALS IN AIRCRAFT

DESIGN"
Submitted in partial fulfillment of the requirements for the award of degree of

Bachelor of Engineering
in
Aeronautical Engineering

Submitted by
Mr. SUBRAHMANYA GAJANANA GOUDA 4KM20AE027

Under the guidance of

Dr. Raghu Chand R, M. Tech, Ph.D.
Professor
KIT, Mangalore

2023-24
DEPARTMENT OF AERONAUTICAL ENGINEERING
KARAVALI INSTITUTE OF TECHNOLOGY
NEERUMARGA, MANGALORE-575029
 KARAVALI INSTITUTE OF TECHNOLOGY
NEERUMARGA, MANGALORE-575029

Department of Aeronautical Engineering

Certificate
Certified that the technical seminar report entitled “COMPOSITE MATERIALS IN
AIRCRAFT DESIGN” carried out by Mr. Subrahmanya Gajanana Gouda
(4KM20AE027) bona-fide student of Karavali Institute of Technology, Neerumarga,
Mangalore, has submitted the technical seminar report in partial fulfillment for the award of
degree of Bachelor of Engineering in Aeronautical Engineering of the Visveswaraya
Technological University, Belagavi during the academic year 2023-24

Guide Head of the Department

Dr. Raghu Chand R, M. Tech, Ph.D. Dr. Ravindra Babu, M. Tech, Ph.D.,
Professor Professor
KIT, Mangalore KIT, Mangalore

Principal
Dr. Raghu Chand R, M. Tech, Ph.D.
KIT, Mangalore

Name of the Examiners Signature with date

1.

2.
 DECLARATION
I, Subrahmanya Gajanana Gouda hereby declare that the technical seminar
detail which is being presented in this report is in fulfillment of the requirement for
the award of degree of Bachelor of Engineering in Aeronautical Engineering of
Visvesvaraya Technological University, Belagavi. I hereby declare that I have
undertaken technical seminar on “COMPOSITE MATERIALS IN AIRCRAFT
DESIGN” under the guidance of Dr. Raghu Chand R, Principal, Department of
Aeronautical Engineering, KIT, Mangalore.

I hereby declare that this technical seminar report is my own work and the best
of my knowledge and belief the matter embedded in report has not been submitted by
us for the award of other degree to this or any other university

Place: Mangalore
Date: Mr. SUBRAHMANYA GAJANANA GOUDA

i
 ACKNOWLEDGEMENT
Any achievement big or small should have a catalyst and constant
encouragement and advice of valuable and noble minds. The satisfy action and
euphoria that accompanies the successful completion of any task would be incomplete
without the mention of the people who made it possible, whose constant guidance and
encouragement crowned our efforts with success.

I would like to express our sincere and grateful thanks to our guide Dr. Raghu
Chand R, Principal, Department of Aeronautical Engineering, Karavali Institute of
Technology, Mangalore for the valuable guidance, encouragement, technical
comments throughout our project work.

I would like to convey heart full thanks to Dr. Raghu Chand R, Principal,
Department of Aeronautical Engineering, KIT, Mangalore for giving me the
opportunity to embark upon this topic and for his continued encouragement
throughout the course of this technical seminar.

It is great pleasure to express our gratitude and indebtedness to our beloved

principal Dr. Raghu Chand R for his help and guidance, moral support and affection
through the completion of our work.

I would like to express my sincere gratitude to the authorities of Karavali

Institute of Technology, especially I would like to express my deep sense of gratitude
to our honorable Chairman Sri S Ganesh Rao sir, for his continues effort in creating
a competitive environment in our college and encouraging throughout this course.
I also wish to thank all the staff members, non-teaching staff members of the
Department of Aeronautical Engineering who have helped me directly or indirectly in
the completion of my technical seminar successfully.

Finally, we are thankful to our parents, friends and loved ones, who are always
our source of inspiration and for their continued moral and material support
throughout the course and in helping us to finalize the technical seminar.

Mr. SUBRAHMANYA GAJANANA GOUDA

ii
 ABSTRACT
Composite materials have revolutionized the aerospace industry, offering
significant advantages over traditional metal alloys in aircraft design and
manufacturing. This paper provides an overview of the use of composite materials in
aircraft, highlighting their superior strength-to-weight ratio, corrosion resistance, and
flexibility in design. Various types of composites, including carbon fiber reinforced
polymers (CFRP) and glass fiber reinforced polymers (GFRP), are discussed, along
with their applications in different aircraft components such as fuselage, wings, and
empennage. Additionally, the challenges and considerations in the manufacturing and
maintenance of composite aircraft structures are addressed, including material
selection, fabrication techniques, and inspection methods. Finally, future trends and
advancements in composite materials for aircraft design and manufacturing are
explored, emphasizing the continued growth and evolution of this field in shaping the
future of aviation.

iii
 TABLE OF CONTENTS
DECLARATION i
ACKNOWLEDGEMENT ii
ABSTRACT iii
TABLE OF CONTENTS iv
LIST OF FIGURES vi
LIST OF TABLES vii

CHAPTER 01

1. INTRODUCTION 01

CHAPTER 02

2. CLASSIFICATION OF COMPOSITE MATERIALS 03

2.1 CLASSIFICATION BASED ON MATRIX

2.2 CLASSIFICATION BASED ON REINFORCEMENT

CHAPTER 03

3. PROPERTIES AND APPLICATIONS OF COMPOSITE MATERIALS IN

AIRCRAFT 13

3.1 METAL MATRIX COMPOSITES

3.2 CERAMIC MATRIX COMPOSITES

3.3 POLYMER MATRIX COMPOSITES

3.4 CARBON-CARBON COMPOSITES

iv
 3.5 PROPERTIES OF PMC, MMC, CMC REQUIRED FOR
AIRCRAFT APPLICATION

CHAPTER 04

4. CASE STUDIES 20

4.1 BOEING 787 DREAMLINER

4.2 AIRBUS A350 XWB

CHAPTER 05

5. CHALLENGES AND CONSIDERATION 24

CHAPTER 06

6. CONCLUSION 25

REFERENCES

v
 LIST OF FIGURES

Figure No. Particulars Page No.

2.1 Classification based on matrix 03

2.2 Thermoset matrix composite 04

2.3 Thermoplastic matrix composites 05

2.4 Ceramic matrix composite 07

2.5 Service temperature ranges for different

types of composites 07

2.6 Classification based on reinforcement 08

2.7 Fiber orientations in fiber reinforced composites 09

2.8 Particulate reinforced composites 10

2.9 Sandwich composite materials 11

2.10 Laminated composite materials 12

4.1 Boeing 787 Dreamliner 20

4.2 Airbus A350 XWB 21

vi
 LIST OF TABLES

Table No. Particulars Page No.

3.1 Metal matrix composites in aircraft 14

3.2 Ceramic matrix composites in aircraft. 15

3.3 Polymer matrix composites in Aircraft Components 17

3.4 Carbon-Carbon composites in aircraft components 18

3.5 Properties of PMCs, MMCs, and CMCs Required for 19

Aircraft Applications

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 COMPOSITE MATERIALS IN AIRCRAFT DESIGN

CHAPTER 1
INTRODUCTION
In the early 20th century, researchers began experimenting with combining
different materials to create composites with enhanced properties. The use of
composite materials became more widespread during World War II, particularly in the
aerospace industry. Aircraft manufacturers started using composite materials, such as
fiberglass and phenolic resins, for components like radomes and aircraft fairings.
After World War II, advances in polymer chemistry and manufacturing techniques led
to further developments in composite materials. The introduction of high-performance
fibers, such as carbon fiber and aramid (e.g., Kevlar), in the 1960s and 1970s
revolutionized the field of composites. In the 1970s and 1980s, composite materials
gained significant traction in the aerospace industry. Companies like Boeing and
Airbus began incorporating composites into aircraft structures to reduce weight and
improve performance. The introduction of carbon fiber-reinforced composites in
commercial aircraft, such as the Boeing 787 Dreamliner, marked a major milestone in
aerospace engineering. Over the years, advancements in manufacturing technologies,
such as autoclave molding, resin transfer molding (RTM), and additive manufacturing
(3D printing), have further expanded the capabilities of composite materials.

Composite materials offer several advantages in aircraft design and

manufacturing. Composites are much lighter than traditional materials like aluminum,
while still offering high strength, which improves fuel efficiency and increases
payload capacity. Unlike metals, composites do not corrode, reducing maintenance
costs and increasing the lifespan of aircraft components. Composites can be molded
into complex shapes, allowing for more aerodynamic designs and streamlined
structures, which enhances performance and efficiency. Composites have excellent
fatigue properties, meaning they can withstand repeated stress cycles without
weakening, leading to longer service life and improved safety. Composites can often
replace multiple metal parts with a single composite component, reducing assembly
time, weight, and complexity. Composites can dampen vibrations more effectively
than metals, leading to a smoother ride for passengers and less wear and tear on
components. Composite materials can be recycled and have a lower environmental
impact compared to traditional materials, aligning with sustainability goals in
aviation.
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Furthermore, composites allow for greater design flexibility, enabling

engineers to create complex shapes and structures that are not feasible with traditional
materials. This flexibility enhances aerodynamic performance and reduces drag,
further improving fuel efficiency. Despite these advantages, composite materials also
present challenges in terms of manufacturing complexity, quality control, and repair
techniques. However, ongoing research and development efforts continue to address
these challenges, ensuring that composites remain at the forefront of aircraft design
and manufacturing. The manufacturing process of composite aircraft components
involves several steps. It begins with the design phase, where engineers use computer-
aided design (CAD) software to model the desired shape and dimensions of the part.
Next, the composite materials are laid up layer by layer, with each layer oriented to
optimize the mechanical properties of the final product. After layup, the composite
materials undergo curing, which involves subjecting them to heat and pressure to
bond the layers together and form a solid structure. This process can take place in an
autoclave or using out-of-autoclave techniques, depending on the specific
requirements of the materials being used. Once cured, the composite part may
undergo additional machining, trimming, and finishing processes to meet the exact
specifications of the aircraft. Quality control measures such as non-destructive testing
(NDT) are employed to ensure the integrity and safety of the finished components.

Today, composite materials are widely used across various industries,

including aerospace, automotive, marine, and construction, owing to their exceptional
strength, lightweight, and versatility. Ongoing research and development continue to
push the boundaries of what is possible with composite materials, with a focus on
improving performance, reducing costs, and enhancing sustainability.

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CHAPTER 2

CLASSIFICATION OF COMPOSITE MATERIAL

There are two classification system of composite materials. One of them is
based on the matrix material and the second one is based on the reinforcing material
structure.

2.1 CLASSIFICATION BASED ON MATRIX

2.1 Classification based on matrix

2.1.1 Polymer matrix composite (PMC)

A polymer matrix composite (PMC) is a type of composite material where a

polymer resin serves as the matrix (or binder) that holds together reinforcing fibers,
such as carbon fibers, glass fibers, or aramid fibers. These fibers provide strength and
stiffness to the composite, while the polymer matrix protects the fibers from damage
and distributes loads evenly. PMCs are lightweight, strong, and can be tailored to
have specific properties depending on the application. They're commonly used in
aerospace, automotive, and sporting goods industries. Polymer matrix composites are
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 COMPOSITE MATERIALS IN AIRCRAFT DESIGN
also used in

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 COMPOSITE MATERIALS IN AIRCRAFT DESIGN

aircraft tires and interiors. Of even greater value, however, is the ability of polymer
matrix composites to help satisfy the relentless drive in the aerospace industry to
enhance performance while reducing weight.

Polymer matrix composites can be categorized based on their matrix material. The
main types include:

 Thermoset matrix composites

Thermoset polymers are polymers that are cured into a solid form and cannot
be returned to their original uncured form. Composites made with thermoset
matrices are strong and have very good fatigue strength. They are extremely
brittle and have low impact-toughness making. Thermoset matrix composites are
commonly used in various parts of an aircraft, including Primary Structures,
Interior Components, Control Surfaces, Fairings and Radomes, Landing Gear
Components, Ducting and Engine Components. Thermosets have qualities such as
a well-bonded three dimensional molecular structure after curing. They
decompose instead of melting on hardening.

2.2 Thermoset matrix composites

 Thermoplastic matrix composites

Thermoplastic matrix composites are tougher and less brittle than thermosets, with
very good impact resistance and damage tolerance. Since the matrix can be melted the
composite materials are easier to repair and can be remolded and recycled. Aircraft
manufacturers already use thermoplastic composites in small parts like brackets and
clips, and in limited cases bigger components like the wing leading edge of the Airbus
A380. Thermoplastics have one or two dimensional molecular structure and they tend

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 COMPOSITE MATERIALS IN AIRCRAFT DESIGN

to at an elevated temperature and show exaggerated melting point. Another advantage

is that the process of softening at elevated temperatures can reversed to regain its
properties during cooling.

2.3 Thermoplastic matrix composites

2.1.2 Metal matrix composite (MMC)

Metal–matrix composites (MMCs) are metals that are reinforced with fibers or
particles to improve properties such as stiffness, strength, thermal conductivity,
thermal expansion, friction, and wear resistance. The choice of matrix metal varies
depending on the desired properties, with aluminum, magnesium, titanium, and their
alloys being common choices. Reinforcement materials like silicon carbide, alumina,
and boron nitride are often selected for their high strength and thermal stability.

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 COMPOSITE MATERIALS IN AIRCRAFT DESIGN
MMCs find

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 COMPOSITE MATERIALS IN AIRCRAFT DESIGN

applications in aerospace, automotive, and defense industries where lightweight, high-

strength materials are essential. They are used in components such as engine parts,
brake discs, and structural panels. Despite their advantages, challenges remain in
achieving uniform dispersion of reinforcements and controlling manufacturing costs,
but ongoing research aims to address these issues and expand the practical use of
MMCs.

Metal matrix composites (MMCs) find various applications in aircraft,

primarily in components where high strength, stiffness, and light weight are critical.
Some common areas where MMCs are used in aircraft include Engine components,
Structural components, Brake systems, Heat shields, Fairing and Panels etc., In each
of these applications, MMCs offer advantages over traditional materials, helping to
improve aircraft performance, efficiency, and safety. MMCs are widely used in
engineering applications where the operating temperature lies in between 250 °C to
750
°C. Where the Matrix materials are Steel, Aluminum, Titanium, Copper, Magnesium
and Super alloys.

2.1.3 Ceramic matrix composite (CMC)

Ceramic matrix composites (CMCs) are a special type of composite material

in which both the reinforcement (refractory fibers) and matrix material are ceramics.
In some cases, the same kind of ceramic is used for both parts of the structure, and
additional secondary fibers may also be included. They offer high strength, stiffness,
and thermal resistance, making them ideal for applications in aerospace, automotive,
and other industries where lightweight, high-performance materials are crucial.
Ceramic matrix composites (CMCs) are often used in aircraft engines, particularly in
high-temperature applications such as turbine blades and shrouds. They offer
excellent thermal and structural properties, making them ideal for withstanding the
harsh conditions present in jet engines. CMCs are widely used in engineering
applications where the operating temperature lies in between 800°C to 1650°C

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 COMPOSITE MATERIALS IN AIRCRAFT DESIGN

2.4 Ceramic matrix composite

2.5 Service temperature ranges for different types of composites

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 COMPOSITE MATERIALS IN AIRCRAFT DESIGN

2.2 CLASSIFICATION BASED ON REINFORCEMENT

2.6 Classification based on reinforcement

2.2.1 Fiber reinforced

Fiber-reinforced composite materials are engineered materials made by

combining two or more constituent materials with significantly different physical or
chemical properties. Typically, these materials consist of a matrix material (often a
polymer resin) reinforced with fibers (such as glass, carbon, or aramid fibers). The
fibers provide strength and stiffness to the composite, while the matrix material holds
the fibers together and transfers loads between them. This combination results in
materials that are lightweight, strong, and corrosion-resistant, making them useful in
various industries like aerospace, automotive, construction, and sports equipment.

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 COMPOSITE MATERIALS IN AIRCRAFT DESIGN

There are two types of fiber reinforced composite material they are

 Continuous fiber reinforced composites

Continuous fiber reinforced composites (CFRCs) are advanced materials
composed of a matrix material reinforced with continuous fibers. These
composites offer exceptional strength, stiffness, and durability compared to
traditional materials like metals and plastics. CFRCs are extensively used in
aircraft structures, including wings, fuselages, and engine components, to reduce
weight and improve fuel efficiency.

 Discontinuous fiber reinforced composites

Discontinuous fiber reinforced composites (DFRCs) are composite materials
where short fibers are dispersed within a matrix material. Unlike continuous fiber
composites where fibers extend uninterrupted throughout the material, in DFRCs,
fibers are randomly oriented or aligned in specific directions.
Aligned composites: Aligned composites are a type of composite material where
the reinforcing fibers are deliberately aligned in a specific direction within the
matrix material. This alignment enhances the mechanical properties of the
composite in the desired direction
Random composite materials: Random composite materials refer to composites
where the reinforcing fibers or particles are randomly distributed within the matrix
material, as opposed to being aligned in a specific direction.

2.7 Fiber Orientation in fiber reinforced composites

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 COMPOSITE MATERIALS IN AIRCRAFT DESIGN

2.2.2 Particulate Reinforced

Particulate reinforced composite materials are composite materials where small

particles of a reinforcing material are dispersed within a matrix material. These
particles can be made of various materials such as metals, ceramics, or polymers
(Reinforcing Particles). They are typically much smaller than the fibers used in fiber-
reinforced composites, ranging from nanometers to micrometers in size. Examples
include silicon carbide, aluminum oxide, and glass particles. Like in other types of
composites, the reinforcing particles are embedded within a matrix material, which
can be a polymer, metal, or ceramic. The matrix material holds the particles together
and provides mechanical support. There are two types of particulate reinforced
composite material they are

 Large particle composite materials

Large particle composite materials, also known as particulate composites, are
a type of composite where the matrix material is reinforced with relatively large
particles. These particles can vary in size, shape, and composition, and they are
dispersed within the matrix material to enhance specific properties.
 Dispersion strengthened composite materials
Dispersion strengthened composite materials are a type of composite where
fine particles of a strengthening phase are dispersed within a matrix material.
These particles enhance the mechanical properties of the composite by impeding
dislocation movement and grain boundary motion, resulting in improved strength,
hardness, and creep resistance.

2.8 Particulate Reinforced composite material

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2.2.3 Structural Reinforced

Structural reinforced composite materials are materials composed of a matrix,

often a polymer, reinforced with fibers such as carbon, glass, or aramid. These
materials combine the properties of both components to create a material with
superior strength, stiffness, and durability compared to the individual constituents
alone. They are widely used in aerospace, automotive, construction, and other
industries for their high strength- to-weight ratio and resistance to corrosion and
fatigue. There are two types of structural reinforced composite material they are

 Sandwich composite material

Sandwich composite materials consist of two outer skins (also called face
sheets or laminates) bonded to a lightweight core material, creating a sandwich-
like structure. The core material can be foam, honeycomb, or other lightweight
materials. This design provides high stiffness and strength while maintaining a
low weight, making sandwich composites ideal for applications where strength-to-
weight ratio is critical, such as aerospace, marine, and automotive industries.

2.9 Sandwich composite material

 Laminated composite material

Laminated composite materials are composed of layers of fiber-reinforced
composite materials bonded together with a matrix material, typically a polymer
resin. These layers, known as laminae, are stacked in different orientations to
achieve specific mechanical properties. Laminated composites offer excellent
strength, stiffness, and durability, and they are widely used in various applications
including aerospace, automotive, marine, and sporting goods. The orientation and
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stacking sequence of the layers can be tailored to optimize the material's

performance for specific loading conditions and design requirements.

2.10 Laminated composite material

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CHAPTER 3

PROPERTIES AND APPLICATIONS OF

COMPOSITE MATERIALS IN AIRCRAFT

3.1 Metal matrix composites in aircraft.

Generally, MMCs are classified based on their matrix material. Some of the
most commonly used metal substrate configurations for aircraft applications are
aluminum (Al)-based, magnesium-based, and titanium-based composites. In the
aerospace industry, the properties such as low cost, high weldability, and high specific
modulus of extruded alumina-reinforced Al are required. MMCs are used in various
applications, including aerospace due to their unique characteristics. Applications
include engine components, brake components, and drive shafts. The application of
MMC in the aerospace industry is due to their ability to provide enhanced specific
strength and stiffness which considerably improve aircraft performance. MMCs are
used primarily in military and commercial aircraft. For example, on the F16 aircraft,
the aluminium access doors have been substituted by MMC reinforced with SiC
particles, thus improving fatigue life. Due to its high fatigue resistance, specific
stiffness, and strength, continuous fiber-reinforced MMC has also been used in
military applications. Titanium-based composites reinforced with SiC monofilament
have been used as the F119 engine nozzle actuator control device in the F16. MMC
replaced the heavier Inconel 718 used in the actuator rod and the stainless steel in the
piston rod. MMC replaces carbon/epoxy composites that have foreign body damage
(FOD) problems. The Boeing 787 was the first commercial jet aircraft made primarily
of composite materials.

Matrix Reinforcement
Properties Application
Material Material

-High-impact energy
Titanium SiC Landing gear
-Weight reduction (32%)

-Improved high-temperature
Al Cu–Nb, Engines
strength

-Light-weight
Al alloy (LM25) SiC -Optimum performance Aircraft wing
-Reduces fuel costs

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Matrix Reinforcement
Properties Application
Material Material

-Low density
-High elastic modulus Fuel tank (door part) and
Al alloy SiC -High thermal conductivity fans
-Preventability of resonance (F-16 fighter aircraft)
vibration

Al alloy Activated
-Good thermal resistance Engines
(AA6061) carbon

-Creep resistance
Cu Nb3Sn Engines
-Stiffness

3.1 Metal matrix composites in aircraft.

3.2 Ceramic matrix composites in aircraft.

Although many monolithic ceramic materials exhibit inherent properties, the

main problems associated with their use in aircraft engines are their sensitivity to
defects and their brittle fracture mode. Continuous fiber CMCs are a class of
interesting material because they have high-temperature performance compared to
super alloys as compared with monolithic ceramics, CMCs possess a higher fracture
toughness and can be used where structural integrity is more necessary. Therefore,
CMCs have great potential to meet the general requirements of these aircraft engines.
They can achieve higher material temperatures, the introduction of thermal barrier
coating (TBC), and air-cooled sheets thereby discarding the usage of cooling air to
improve the performance. Of course, to successfully implement CMCs in aero-
engines, the overall benefits of the system must be considered. In addition, CMCs can
significantly reduce weight, thus their T potential applications include non-structural
and structural components of aircraft engine components. Where CMC composite
materials are highly used in Turbine Blades, Braking system, Blisks (Blade Discs),
Exhaust nozzle and Turbine Nozzle Blades.

Composites Matrix Reinforcement Properties Application

-Lightweight
-High temperature
Glass- -Lightweight -Aircraft compressor,
Ceramic Glass
ceramic -Better performance combustor, and turbine
-Reduced thrust-specific
fuel consumption

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Composites Matrix Reinforcement Properties Application

-Bending strength
C/SiC SiC Carbon fiber -Turbine blades
-Fracture toughness

-Withstand temperatures
C/SiC SiC Carbon fiber -Aircraft brakes
up to 1200 °C

-Weight reduction
-Improved retardation
-Wear resistance
-Aircraft brake (disks
SiC SiC Carbon fiber -Improved carrier load
and rotors)
and availability
-Reduction in
maintenance
cost
-Structural re-entry
-Good thermo-erosive
components
properties (up to 2000
-High-performance heat
°C)
shields
C/SiC SiC Carbon fiber -High oxidation
-Brake discs
resistance
-Rocket nozzles
-High strength-to-weight
-High-temperature heat
ratio
exchanger tubes

-Lightweight
-Low density
-Aircraft brake systems
C/SiC SiC Carbon fiber -High and stable
(brake pads and disks)
coefficient of friction
-High wear resistance

-Engine combustor (rig

SiC/SiC
SiC Carbon fiber -High fracture strength and inner and outer
liners)
3.2 Ceramic matrix composites in aircraft.

3.3 Polymer matrix composites in Aircraft Components

Various polymers including PLA, PP, and epoxy resins were employed as
matrix materials for the development of composites for aircraft applications.
Fiberglass/epoxy materials were employed to produce non-crucial components such
as shroud panels, fans, duct fairings, spacers, and seals. However, CFRP finds the
most practical application in aircraft component design. CFRP is employed in various
aircraft due to their light weight and ability to withstand the desired conditions. A 4-
seater aircraft helped to reduce the weight by almost 25% as compared to a metal
alloy’s counterpart by using PMCs. Moreover, in an approach to reduce the weight of
the aircraft, the components were integrated and made as one composite part, such as
the landing gear integrated with the fuselage, in the main landing gear bay. This
mainly comprised CFRP and limited the use of titanium. The component was
prepared by a one-shot curing process, and it can reduce the assembly recurrent cost
by up to 80%.

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Matrix Reinforcements Properties Applications

-High specific
Hybrid strength
Polymer -Aircraft brakes
kenaf/glass -Rain erosion
fiber resistance

-Improved tensile
Hybrid bamboo/glass
Polypropylene strength -Aircraft structures
fiber
-Increased fatigue life

-Reduction in weight
Polymer Ramie fiber -Aircraft wing boxes
(12–14%)

-Aircraft brakes
-Design flexibility
-Fuselage
-High stiffness
-Window frames
-Reduced scrap
-Aircraft wing
-Resistance to
-Rotors
flames and
-Brackets
heat
-Boxes
Polymer Carbon fiber -Fatigue resistance
-Bulkheads
-Corrosion resistance
-Fittings
-High strength
-Airframe
-Damage and impact
-Blades
tolerance
-Vertical fins
-Vibration-damping
-Tail assemblies
properties
-Food tray arms
-Fracture resistance
-Improved flexural
-Engine access door
Polylactic acid properties
Glass fiber -Acoustic liners
(PLA) -Improved tensile
-Vanes
properties

-Flame retardant
-Good mechanical
Epoxy resin Fiber performance -Aircraft structures
-Resistance to
irradiation

-Improved mechanical
-Controlling static
strength
Epoxy resin Carbon black electricity in the
-Resistant to oxidation
avionics system
-Flame retardant

-High OHT (open

Epoxy resin Carbon hole tension) -Aircraft structural
Epoxy resin
fiber/S2-Glass fiber strength framework
-High deformation
before fracture
-Excellent
Nano-carbon performance at
(graphene, carbon different
Silicone -Aircraft structure
nanotube, and temperature ranges
carbon black) -Resistant to
chemicals, and

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 COMPOSITE MATERIALS IN AIRCRAFT DESIGN
aging,

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 COMPOSITE MATERIALS IN AIRCRAFT DESIGN

Matrix Reinforcements Properties Applications

-Unique electrical
insulation properties
-Excellent resistance
to oxidation

-Lockheed Martin F-35

(lighter fighter aircraft
-Toughness
Polymer Carbon fiber wings, horizontal
-Durability
fuselage, vertical and
horizontal stabilizers)

-Lightweight
-Negative refractive
Thermoset and Carbon fabrics, glass -Radar-absorbing
index
thermoplastic fabrics, and Kevlar structures
-Negative
resins fabrics (stealth aircraft)
permittivity, and
permeability
3.3 Polymer matrix composites in Aircraft Components

3.4 Carbon-Carbon composites in aircraft components

Below table shows carbon-carbon composites (unidirectionally reinforced)

with different fiber orientations for aerospace applications. As shown in table, they
have excellent high-temperature, mechanical, and thermal performance, so carbon
brakes can cope with the low-temperature performance of traditional brakes.
Furthermore, compared to steel brakes, carbon brakes significantly reduce the weight
of the brake system, which contributes directly to reducing fuel consumption related
to engine emissions. The brake system on the Boeing 737 NG is made of carbon and
is 300 kg lighter than the steel brakes. C/SiC composite brakes overcome these
shortcomings while retaining the advantages of carbon brakes, as shown in Table.
These brakes possess remarkable properties such as long life and low sensitivity to
friction, high friction coefficient and stability, and low oxidation. C/SiC brake
materials have become the focus of attention as the fourth generation of aircraft brake
materials. C/SiC brakes exhibit some excellent friction properties, such as a high
static friction coefficient, lower sensitivity to wet conditions, low wear rate, and
higher braking efficiency.

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Composites Properties Application

-Lightweight (40%)
-Good thermal shock resistance Boeing 767–300
Carbon/Carbon
-Good tribological properties -Aircraft brakes
composites
-High heat capacity (2.5 steel) (brake disc)
-High strength (2 steel)

Carbon/Carbon -Lightweight as compared to Rocket nozzles (throat and

composites phenolic nozzle exit cones)

-Smaller size brake systems

C/C-SiC -High coefficients of friction
(SiC infiltrated C/C -Higher transmitted braking power -Emergency brake systems
composites) -Low wear rates (at temperatures
above 1000 °C)

-Microporous
-High thermal shock resistance
C/C-SiC -Corrosion resistance
(SiC infiltrated C/C -Good sealing agent for the -Coated pipes
composites) pressurized pipes
-Oxidation resistance at high
temperatures

3.4 Carbon-Carbon composites in aircraft components

3.5 Properties of PMCs, MMCs, and CMCs Required for Aircraft

Applications
Materials for aircraft applications must possess high strength, and be creep-
resistant, fracture-tough, durable, damage-tolerant, and lightweight. The Boeing 747,
for example, requires over 6,000,000 components from various material systems and
suppliers around the world. Composites offer a reduction in weight, fatigue, and
corrosion, lower part count, tailorable strength and stiffness. The various components
of aircraft demand a different set of properties. For example, the primary drivers for
the design of fuselage are damage tolerance and durability. The leading drivers are
crack initiation and growth rate, fracture toughness, and fatigue, although, strength,
stiffness, and corrosion are the key parameters. Similarly, the wing design demands
high strength, damage tolerance and durability. Meanwhile, strength, fatigue, and
damage tolerance are highly important for the propulsion structures and materials for
landing gears and they are selected in terms of strength, corrosion and fatigue. The
properties of the PMCs, MMCs and CMCs commonly used in aircraft are provided in
the below Table.
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Composite PMCs MMCs CMCs

Long chain of Predominantly

Predominantly amorphous or
Microstructure molecules metallic bond with
crystalline structure
(fiber and a crystalline
matrices) structure
These are one of These composites are
the lightest of the ductile and have
three composite relatively high
These composites have very high
materials and are strength as well as
strength and modulus compared to
Mechanical found to have high modulus
both PMCs and MMCs but are
high specific compared to CMCs
very brittle in nature.
strength and but are relatively
modulus. heavier compared to
PMCs are brittle PMCs.
in nature.
Exhibit higher Have higher fracture
Fracture Exhibit lower fracture toughness
fracture toughness compared
toughness among the three.
toughness than to PMCs and CMCs.
CMCs
Have higher
Exhibit better fatigue
fatigue resistance Have low resistance under fatigue
Fatigue resistance compared
compared to loading
to CMCs
MMCs and CMCs

Have higher wear Exhibit lower

Exhibit higher wear resistance and
resistance resistance to wear
Wear hardness compared to PMCs and
compared to compared to
MMCs.
MMCs PMCs and CMCs

Creep
High High Low
resistance

Density Low Medium Medium

Operating
Up to 200 °C Up to 800 °C Up to 2000 °C
Temperature

High-temperature components,
subsonic jet engines (exhaust
mixer nozzle), aircraft
Brakes, structures, compressors, combustors,
wing boxes, turbines, turbine blades, aircraft
fuselage, window brakes (disks and rotors),
frames, wing, structural re-entry components,
Landing gear,
rotors, brackets, high-performance heat shields,
engines, aircraft
Application in boxes, bulkheads, rocket nozzles, high-temperature
wing, fuel tank
Aircraft fittings, airframe, heat exchanger tubes, jet vanes,
(door part), and fans
blades, vertical aircraft engine combustor (rig and
(F-16 fighter
fins, tail inner and outer liners), outer flaps
aircraft).
assemblies, (Rafale Fighter M88 engine
food trays and A262), SNECMA M 882 engine,
arms (Flame holders, engine flaps, and
exhaust cones), Boeing 767–300
rocket nozzles (throat and exit
cones), and coated pipes
3.5 Properties of PMCs, MMCs, and CMCs Required for Aircraft Applications

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CHAPTER 4

CASE STUDIES

4.1 Boeing 787 Dreamliner

4.1 Boeing 787 Dreamliner

The Boeing 787 Dreamliner is a family of long-range, midsize wide-body,

twin- engine jet airliners that can seat 242–335 passengers in a typical three-class
seating configuration. This aircraft, the world’s first major commercial airliner to use
composite materials as the primary material in its airframe, is Boeing’s most fuel-
efficient airliner. The Boeing 787 maiden flight took place on December 15, 2009 and
completed flight testing in mid-2011. Final Federal Aviation Administration (FAA)
and European Aviation Safety Agency (EASA) type certification was received in
August 2011 and the first 787-8 model was delivered to All Nippon Airways in
September 2011.

The Boeing 787 aircraft is 80% composite by volume. By weight, the material
contents is 50% composite, 20% aluminum, 15% titanium, 10% steel, and 5%
other [11]. Aluminum is used for the wing and tail leading edges; titanium is used
mainly on engines and fasteners, with steel used in various areas.
Each Boeing 787 aircraft contains approximately 32,000 kg of CFRP composites,
made with 23 t of carbon fiber. Composites are used on fuselage, wings, tail, doors,
and interior. Boeing 787 fuselage sections are laid up on huge rotating

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mandrels.

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Reinforcing fibers are oriented in specific directions to deliver maximum strength

along maximum load paths. The fuselage sections are cured in huge autoclaves. The
resulting monocoque shell has internal longitudinal stiffeners already built in. This
highly integrated structure requires orders of magnitude less fasteners than the
conventional built-up airframes. Similar composite manufacturing techniques are
applied to the wings.
Boeing 787 has composite wings with raked wingtips where the tip of the
wing has a higher degree of sweep than the rest of the wing. This aerodynamic design
feature improves its fuel efficiency and climb performance while shortening takeoff
length. It does this in much the same way that winglets do, by increasing the effective
aspect ratio of the wing and interrupting harmful wingtip vortices thus decreasing the
amount of lift-induced drag experienced by the aircraft. This capability of applying
various camber shapes along the wingspan as well as a double-curvature
configuration is particular to composite wings and cannot be efficiently achieved in
metallic wings.

4.2 Airbus A350 XWB

4.2 Airbus A350 XWB

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The Airbus A350 is a state-of-the-art aircraft that incorporates a variety of

materials to ensure optimal performance, durability, and fuel efficiency. Here's a
breakdown of the key materials used in the construction of the Airbus A350,
presented in percentile form:

 Composite Materials (53%): The A350 extensively utilizes composite materials,

particularly carbon-fiber reinforced polymer (CFRP), which accounts for the
majority of the airframe structure. CFRP offers significant weight savings
compared to traditional aluminum alloys, enhancing fuel efficiency and reducing
operating costs.
 Aluminum Alloys (19%): While composites dominate the airframe construction,
aluminum alloys are still used in various structural components, such as certain
wing elements, landing gear, and fuselage sections. Aluminum provides strength
and reliability in critical areas of the aircraft.
 Titanium Alloys (14%): Titanium alloys are employed in components that require
high strength-to-weight ratio and corrosion resistance, such as landing gear,
engine pylons, and structural fittings. Though less prevalent than aluminum and
composites, titanium plays a crucial role in ensuring structural integrity.
 Steel (7%): High-strength steel is utilized in specific structural elements, such as
landing gear components, wing attachments, and fuselage reinforcements. Steel
provides durability and robustness in areas subjected to heavy loads and dynamic
stresses.
 Other Materials (7%): Various other materials, including plastics, ceramics, and
alloys such as nickel-based super alloys, are used in minor components and
systems throughout the aircraft. These materials contribute to specific
performance requirements, such as thermal insulation, electrical conductivity, and
corrosion resistance.
 Composite-Metal Hybrid Structures (less than 1%): Some sections of the aircraft
incorporate hybrid structures, combining composites with metallic elements for
optimal performance and weight savings in specific applications.
 Advanced Coatings and Treatments: Beyond structural materials, advanced
coatings and treatments are applied to enhance aerodynamics, reduce drag,
prevent corrosion, and improve overall efficiency.

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Overall, the Airbus A350 represents a harmonious integration of diverse materials,

each selected for its unique properties and contributions to the aircraft's performance,
safety, and sustainability goals. This meticulous approach to material selection
underscores Airbus's commitment to innovation and excellence in commercial
aviation.

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CHAPTER 5

CHALLENGES AND CONSIDERATION

Certainly, here are some specific challenges of composite materials in aircraft
design and manufacturing:

 Design Complexity: Designing with composites requires specialized knowledge

and tools due to their anisotropic nature and complex failure modes. Engineers
must carefully consider factors like fiber orientation, laminate stacking sequence,
and load distributions.
 Quality Control: Ensuring consistent quality in composite manufacturing is
challenging due to variations in material properties, resin distribution, fiber
alignment, and void content. Quality control measures, such as non-destructive
testing and process monitoring, are critical.
 Repair and Maintenance: Repairing composite structures requires specialized
techniques and materials. It can be time-consuming and expensive, especially for
large or complex components. Developing efficient repair methods while
maintaining structural integrity is crucial.
 Durability and Environmental Factors: Composites may degrade over time due
to environmental exposure, including moisture, UV radiation, and temperature
fluctuations. Understanding long-term performance and implementing protective
coatings or treatments is essential for durability.
 Joining and Integration: Joining composite components to other materials or
structures, such as metallic parts or systems, can be challenging. Ensuring
compatibility, preventing galvanic corrosion, and maintaining structural integrity
at interfaces require careful design and manufacturing considerations.
 Certification and Regulation: Aircraft made with composite materials must
undergo rigorous certification processes to ensure compliance with safety
standards. Demonstrating structural integrity, damage tolerance, and fatigue
resistance through testing and analysis is essential but can be time-consuming and
costly.
 Weight and Cost: While composites offer advantages in weight savings, they can
be expensive to manufacture and repair. Balancing weight reduction with cost-
effectiveness is a key consideration in aircraft design and manufacturing.
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CHAPTER 6

CONCLUSION
In the world of airplanes, weight is really important because the heavier the
plane is, the more fuel it needs to fly. And more fuel means more money. So airplane
designers are trying to find ways to make planes lighter and more fuel efficient. One
way they are doing this is by using a material called carbon fiber instead of
aluminum. Carbon fiber is really strong but also really light, so it makes planes lighter
without sacrificing strength. This means planes can fly farther, faster and use less fuel.
The newest planes, like the Boeing 787 Dreamliner and the Airbus A350, use a lot of
carbon fiber in the designs. In fact, the Airbus A350 has a carbon fiber fuselage and
wings, which means it’s much lighter than older planes. Using carbon fiber also
makes it easier to design planes with better aerodynamics, which means they can fly
more efficiently. This is really important because it can save airlines a lot of money
on fuel costs. In the future, planes might look really different because of these new
materials. They might have thicker, more curved designs that make them more
efficient and comfortable for passengers. They might also be quitter and require less
maintenance, which is really important for airlines. Overall, using carbon fiber is a big
step forward for airplane design and could lead to some really exciting changes in the
future.

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REFERENCE
1. "Composite Materials for Aircraft Structures" by Alan Baker, Stuart Dutton,
and Donald Kelly
2. ."Composite Materials: Fabrication Handbook #3" by John Wanberg.
3. "Analysis and Performance of Fiber Composites" by Bhagwan D. Agarwal
and Lawrence J. Broutman.
4. "Composite Materials: Engineering and Science" by F.C. Campbell.
5. "Introduction to Composite Materials Design" by Ever J. Barbero.
6. "Composite Structures of Steel and Concrete: Beams, Slabs, Columns, and
Frames for Buildings" by R.P. Johnson.

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